Switching grip-cars of cable roads



(No Model.)

W. c. KLEMME.

SWITGHING GRIP GARS 0F CABLE ROADS, No. 363,749.

UNITED STATES PATENT OEEICE.

WILLIAM O. KLEMM, OF ST. LOUIS, MISSOURI.

SWITCHING GRIP-CARS OF CABLE ROADS.

SPECIFICATION forming part of Letters Patent NO. 363,749, dated May 24, 1887. Application iiled May 27, 1986. Serial No. 203,487. (No model.)

To all whom it may concern:

De it known that I, WILLIAM C. KLEMME, a citizen of the United States, :residing at St. Louis, in the State of Missouri, have invented certain new and useful Improvements in Switching Grip-Cars of Cable Roads,of which the following is a specification.

As is well known in the management of cable roads, the same difficulties,disadvantages,and annoyances constantly encountered are existing at each end of the road or line when a gripcar is being switched onto the return-track.'

In the plan now in general use, where two switches are used-one for the grip-car and one for the car behind it-the cable passes out at the end of the approaching conduit to and around the large wheel which is placed at the end of the road, returning by and entering the end of the conduit of the return-track. The large wheel which carries the cable around from one track to the other is placed directly in the center line of the two tracks. The gripcar to be switched is therefore required to run to the end of the track beyond its switch and stop. The difficulties now encountered are all in switching the grip-car to the returntrack, which must either be done by hand by pulling it over or by horse-power, or any other power than that of the cable itself, since the latter goes but one way on each side,and cannot, therefore, be utilized again to pull the car until it has been switched entirely onto the return-track, where the cable can again be gripped. Much delay is caused in this mode of switching, as well as being expensive, annoying, and impracticable. To partly overcome these difficulties, Ste., it has been proposed to construct the road-bed on an upgrade or incline toward each end, and thus depending on this incline to cause the gripcar to run back and down over the switch onto the opposite or return track. This plan, however, has met with serious objections on account of the steepness of the incline required and its non adaptability on streets with an established grade.

rPhe object of my invention is to entirely overcome all these difficulties, disadvantages, and annoyances, 'and tol accomplish the desired result without theaid or assistance of any other `power than that of the cable itself on a level grade, and without adding to the expense in the construction of the road or causing material difference in the length of the cable or power required to operate it.

To this end my improvements consist, rst, in placing the large wheel at each end to one side (instead of in line with the two tracks) and using the same switch now in use. In placing the large wheel to one side the gripcar is pulled by the cable until the switch is almost reached, the cable at this point branching off to the outside to the large wheel,instead of continuing on out at the end, the momentum imparted to the car being sufficient to carry-it to the end of the track, where the cable returning enters the conduit, instead of leaving it, following along the switch into the conduit of the return-track. The cable can thus be immediately gripped on its return and the grip-car run and switched onto the opposite or returntraek without outside aid or assistance.

My improvements consist, second, in the combination and arrangement of detail parts, all of which will hereinafter fully appear, and be claimed.

In the drawing, the figure is a top plan section of the end of a cable-road, showing the usual switch for the grip-car and that for the cars following in dotted lines, and the large wheel around which the cable runs and returns, placed to one side.

A indicates the track approaching the end of the road; B, the one leavingit, C, the cable; D and D', the approaching and leaving conduits, respectively. E is the end wheel, around which the cable is passed to return. F is the switch for the grip-car, and G that for the other car or cars.

lThe switches are the same as now in general use. The wheel E, however, is placed to one side. The cable, instead of running to the end of the track A and out at the end of the conduit D, is branched off at a, to the right at any point before reaching the switch F, so that the momemtum of the car will carry it past and beyond said switch F, to the end of the track A. rIhe cable, on leaving the wheel E, instead of passing directly into the conduit D of the opposite track, iii-st enters at the end of the conduit D, (of the track A,) which it has left at a on the side, then passing to theswitch F, which it follows into the conduit of the op- IOO posite or return track B, thus allowing the car,

which has been carried by its momentunrto the end of the track A, to grip the cable again at that point and return with it onto the track B, without requiring outside power or other means to pull or push it.

The cable,-When branching off at a to the wheel E, may pass through a tube, d, which may be made to forni part of the conduit D itself, or it may be a separate piece rbolted to it, as desired. (See drawing.)

The position of the Wheel E should be such that the cable, when leaving it at a tangent, should come directly under the grip-slot and in line with the grip ofY the car.

fare the pulleys for guiding the cable, as shown and described, and lgare the pulleys for supporting it in the straight portions of the conduits.

wheel E and cable C, all arranged substanl tially as herein shown and described, and for .the purpose set forth.

WILLIAM C. KLEMME.

Witnesses: K

Crais. F. MEIsNER, J osEPH. WACHTEL. 

